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(No Model.)

T. E. HILL. LOGOMOTIV E ATTACHMENT FOR SIGNALS.

Patented Mar. 15, 1892.

NITED STATES- PATENT OFFICE.

THOMAS E. HILL, OF RAHWAY, NEW JERSEY, ASSIGNOR, BY DIRECT AND MESNEASSIGNMENTS, OF ONE-HALF TO ALFRED R. BOLUSS, OF NORIVOOD, OHIO, ANDWILLIAM T. BOTHIVELL, OF JERSEY CITY, NEW JERSEY.

LOCOMOTIVE ATTACH M ENT FOR SIGNALS.

SPECIFICATION forming part of Letters Patent No. 470,877, dated March15, 1892.

Application filed November 1, 1890. Renewed February 8, 1892. Serial No.420,679. (No model.)

To all whom, it may concern.-

Be it known that I, THOMAS ENGLISH HILL, a citizen of the United States,residing at Rah- Way, in the county of Union and State of New Jersey,have invented certain newand useful Improvements in LocomotiveAttachments for Signals; and I do declare the following to be a full,clear, and exact description of the invention, such as will enableothers skilled in [O theart to which it appertains to make and use thesame.

This invention relates to certain improvements in railroad-signals bymeans of.which the engineer of a moving train is notified of hisproximity to danger and the speed of the train is stopped by anautomatic application of the air-brakes; and the said invention consists in certain constructions and combinations of devices, whereby whena draw-bridge or other element of danger is misplaced certain signalswill be automatically displayed and devices will be adjusted into thepath of devices upon a locomotive connected with the air-brakeline-pipe, whereby the said de- 2 5 vices are adapted to apply thebrakes should the locomotive attempt to pass them.

The improvements will be fully understood from the following descriptionand claims, when taken in connection with the accompanying drawings, inwhich Figure 1 is a side elevation of a locomotive embodyingmyimprovements, portions of the drive-wheels thereof being broken awayto illustrate the line-pipe and the placement of the three-way valvetherein. Fig. 2 is a rear elevation of the locomotive, illustrated inconnection with the frame for supporting the signal and engagingdevices, so as to show the proper relative positions thereof.

A designates a locomotive of the ordinary type, and B an air-brakeline-pipe of the usual form.

Connected in a suitable manner with the line-pipe B, and preferably at apoint beneath the locomotive-cab, is a three-way valve 0,

which is adapted to be operated to exhaust and apply the brakes by avertical rod D, connected thereto, which extends up through the cab andtop thereof, where it is provided with an angular branch or arm E,which,

when the valve 0 is closed, extends laterally from the side of the caband is adapted to be engaged and operated to apply the brakes by theautomaticallyoperated devices in its path, as will be presentlydescribed.

Connected at a suitable point to the airbrake line-pipe B is a branchpipe F, which leads up through the cab to a point adjacent to the topthereof, where it mergesinto two oppositely-directed branches, whichextend to points adjacent to the sides of the cab,where they take upthrough the roof thereof. Suitably secured to the upper ends of thesebranch pipes in an air tight manner are closed-top glass tubes G, whichare adapted to be shattered, whereby an exhaust of the air is effectedfrom the line-pipes and the brakes applied in this manner.

When it is not desired to employ the glass tubes as an auxiliary to thevalve 0, the cock H in the pipe F may be closed and the supply to thetubes thereby shut off; but it will be understood from the followingdescription that the use of these tubes in conjunction with the valveand its operating mechanism is preferable, and if desirable the valve Cmight be dispensed with and the tubes alone be depended upon to effectthe exhaust and apply the brakes. Now it will be seen that when thevalve 0 is closed and the lateral 8o arm E in its normallaterally-extended position, should the engineer fail to see thedanger-signal, and the engine reach the engaging devices in the path ofthe said lateral arm, the said devices will engage the arm and throw thesame around against the tube in its rear and shatter the same and at thesame time turn the valve 0 and effect an exhaust at that point also.

Although I have illustrated a tube G- anda 9o supply-pipe leadingthereto on the side of the cab opposite to the lateral arm E, it isobvious that it might be dispensed with, as it is onlyintendedasaprovision of security should the engaging devices be situated uponthe left side of the track instead of on the right, and is also designedfor use upon locomotives intended to run backward as well as forward,and I may also provide a lateral arm in rear of the said tube as well asin front of it to be engaged by the automatically-operated engagingdevices.

Referring more particularly to Fig. 2 of the drawings, J indicates theframe upon which the semaphore-signals and engaging devices are mounted,and this frame J may be of any suitable construction, although thatillustrated is preferable.

K in Fig. 2 indicates a semaphore-signal which is connected to aweighted bell-crank lever and is adapted to be thrown by the same beforethe light when the tension-line, presently to be described, isslackened.

M indicates the vertical drop-bar for engaging the lateral arm E uponthe locomotive should it attempt to pass the same, and although but oneis illustrated itis obvious that two or more might be employed, one oneach side of track. This bar 1, which is capable of a vertical movementin suitable guides, is provided adjacent to its top, as illustrated,with suitable stops to limit its downward movement, and it will be seenby reason of its weight that as soon as the tension-line to which itsupper end is attached is slackened it will fall down into the path ofthe lateral armE upon the locomotive to apply the brakes in theemergency described.

From the foregoing description it will be seen that all of the signaland engaging devices attached to the tension-line assume their properdanger positions as soon as the said line is slackened, which takesplace when the bridge is misplaced, as will be presently described.

In Fig. 2 of the drawingsl have illustrated an automatic tension device,which forms no part of my invention and need not be further described inthis specification.

Having described my invention, what I claim, and desire to secure byLetters Patent, 1s

1. The combination, with the line-pipe of an air-brake system, of avertical branch leading therefrom and carrying a shut-off cock and a capof glass or other fragile material on said branch, substantially asspecified.

2. The combination, with the line-pipe of an air-brake system, of abranch pipe leading therefrom, a cap of glass or other fragile materialon said branch, and an arm adapted to be engaged by a device connectedwith the signal mechanism and thrown against the glass so as to shatterthe same and exhaust the air to apply the brakes, substantially asspecified.

3. The combination, with the line-pipe ora pipe leading from the brakemechanism of an air-brake system, of a branch pipe leading from saidline-pipe, a glass cap on said branch pipe, a valve in the line-pipe, arod leading therefrom, and an arm on said rod, adapted for operation toshatter the glass cap or tube, substantially as specified.

at. The combination, with the line-pipe of an air-brake system, ofavalvc therein, a rod leading from said valve and carrying at its upperend a laterally-disposed arm, a pipe leading from said line-pipe, avertical branch pipe thereon, and glass tubes capping the branches,substantially as specified.

5. In an air-brake system, the combination, with a line-pipe, of a pipeleading therefrom, a cock in said pipe, and-a branch pipe on the pipecarrying the cock, caps of glass or fragile material on said branches,said capsbeing disposed above the cab of an engine, so that they may beshattered by the depending branch of a semaphore-signal, substantiallyas specified.

In testimony whereof I a [lix in y signature in presence of twowitnesses.

THOMAS E. HILL.

\Vitnesses:

ELLswonTH C. MILLER, WILLIAM S. FRAZEE.

